Boeing 787-9 Bbj

[Dallas Querry]

Atlaunch, Boeing targeted the 787 with 20% less fuel burn than replaced aircraft like the Boeing 767, carrying 200 to 300 passengers on point-to-point routes up to 8,500 nautical miles [nmi] (15,700 km; 9,800 mi), a shift from hub-and-spoke travel.The twinjet is powered by General Electric GEnx or Rolls-Royce Trent 1000 high-bypass turbofans. It is the first airliner with an airframe primarily made of composite materials and makes greater use of electrical systems.Externally, it is recognizable by its four-window cockpit, raked wingtips, and noise-reducing chevrons on its engine nacelles.Development and production rely on subcontractors around the world more than for previous Boeing aircraft. Since March 2021 final assembly has been at the Boeing South Carolina factory; it was formerly in the Boeing Everett Factory in Washington.

Early 787 operations encountered several problems caused mainly by its lithium-ion batteries, including fires onboard some aircraft. In January 2013, the U.S. FAA grounded all 787s until it approved the revised battery design in April 2013. Significant quality control issues from 2019 onwards caused a production slowdown and, from January 2021 until August 2022, an almost total cessation of deliveries. Boeing has spent $32 billion on the program; estimates for the number of aircraft sales needed to break even vary between 1,300 and 2,000.As of June 2024[update], the 787 program has received 1,918 orders and made 1,132 deliveries with no fatalities and no hull losses.

During the late 1990s, Boeing considered replacement aircraft programs due to slowing sales of the 767 and 747-400. Two new aircraft were proposed. The 747X would have lengthened the 747-400 and improved efficiency, and the Sonic Cruiser would have achieved 15% higher speeds (approximately Mach 0.98) while burning fuel at the same rate as the 767.[2] Market interest for the 747X was tepid; however, several major American airlines, including Continental Airlines, showed initial enthusiasm for the Sonic Cruiser, although concerns about the operating cost were also expressed.[3] The global airline-market was disrupted by the 9/11 attacks and increased petroleum prices, making airlines more interested in efficiency than speed. The worst-affected airlines, those in the United States, had been considered the most likely customers of the Sonic Cruiser; thus the Sonic Cruiser was officially canceled on December 20, 2002. On January 29, 2003, Boeing announced an alternative product, the 7E7, using Sonic Cruiser technology in a more conventional configuration.[4][5] The emphasis on a smaller midsize twinjet rather than a large 747-size aircraft represented a shift from the hub-and-spoke theory toward the point-to-point theory,[6] in response to analysis of focus groups.[7]

Randy Baseler, Boeing Commercial Airplanes VP Marketing stated that airport congestion comes from large numbers of regional jets and small single-aisles, flying to destinations where a 550-seat Airbus A380 would be too large; to reduce the number of departures, smaller airplanes can increase by 20% in size and airline hubs can be avoided with point-to-point transit.[8]

In 2003, a recent addition to the Boeing board of directors, James McNerney (who would become Boeing's Chairman and CEO in 2005), supported the need for a new aircraft to regain market share from Airbus. The directors on Boeing's board, Harry Stonecipher (Boeing's President and CEO) and John McDonnell issued an ultimatum to "develop the plane for less than 40 percent of what the 777 had cost to develop 13 years earlier, and build each plane out of the gate for less than 60 percent of the 777's unit costs in 2003", and approved a development budget estimated at US$7 billion as Boeing management claimed that they would "require subcontractors to foot the majority of costs." Boeing Commercial Airplanes president Alan Mulally, who had previously served as general manager of the 777 programs contrasted the difference in the approval process by the board between the 777 and 787 saying "In the old days, you would go to the board and ask for X amount of money, and they'd counter with Y amount of money, and then you'd settle on a number, and that's what you'd use to develop the plane. These days, you go to the board, and they say, 'Here's the budget for this airplane, and we'll be taking this piece of it off the top, and you get what's left; don't f--- up.'"[9]

The replacement for the Sonic Cruiser project was named "7E7"[10] (with a development code name of "Y2"). Technology from the Sonic Cruiser and 7E7 was to be used as part of Boeing's project to replace its entire airliner product line, an endeavor called the Yellowstone Project (of which the 7E7 became the first stage).[11] Early concept images of the 7E7 included rakish cockpit windows, a dropped nose, and a distinctive "shark-fin" tail.[12] The "E" was said to stand for various things, such as "efficiency" or "environmentally friendly"; however, in the end, Boeing said that it merely stood for "Eight".[4] In July 2003, a public naming competition was held for the 7E7, for which out of 500,000 votes cast online the winning title was Dreamliner.[13] Other names included eLiner, Global Cruiser, and Stratoclimber.[14][15]

On October 5, 2012, Indian state carrier Air India became the first carrier to take possession of a Dreamliner that was manufactured in the Charleston, South Carolina, Boeing plant. This was the first Boeing Dreamliner that was manufactured outside of Washington state.[19] Boeing would go on to use both the Everett and South Carolina plants to deliver the Dreamliner.

Subcontracted assemblies included wing and center wing box (Mitsubishi Heavy Industries, Japan; Subaru Corporation, Japan);[38] horizontal stabilizers (Alenia Aeronautica, Italy; Korea Aerospace Industries, South Korea);[39] fuselage sections (Global Aeronautica, Italy; Boeing, North Charleston, US; Kawasaki Heavy Industries, Japan; Spirit AeroSystems, Wichita, US; Korean Air, South Korea);[40][41][42] passenger doors (Latcore, France); cargo doors, access doors, and crew escape door (Saab AB, Sweden); software development (HCL Enterprise, India);[43] floor beams (TAL Manufacturing Solutions Limited, India);[44][45] wiring (Labinal, France);[46] wing-tips, flap support fairings, wheel well bulkhead, and longerons (Korean Air, South Korea);[47] landing gear (Messier-Bugatti-Dowty, UK/France);[48][49] and power distribution and management systems, air conditioning packs (Hamilton Sundstrand, Connecticut, US).[46][50]

To speed up deliveries, Boeing modified four used 747-400s into 747 Dreamlifters to transport 787 wings, fuselage sections, and other smaller parts. Japanese industrial participation was key to the project. Japanese companies co-designed and built 35% of the aircraft; the first time that outside firms played a key design role on Boeing airliner wings. The Japanese government supported development with an estimated US$2 billion in loans.[51] On April 26, 2006, Japanese manufacturer Toray Industries and Boeing signed a production agreement involving US$6 billion worth of carbon fiber, extending a 2004 contract.[4] In May 2007, the final assembly on the first 787 began at Everett.[52]

Boeing worked to trim excess weight since assembly of the first airframe began; in late 2006, the first six 787s were stated to be overweight, with the first aircraft being 5,000 lb (2,300 kg) heavier than specified.[53] The seventh and subsequent aircraft would be the first optimized 787-8s expected to meet all goals.[54][55] Accordingly, some parts were redesigned to include more use of titanium.[56][57] In July 2015, Reuters reported that Boeing was considering reducing the use of titanium to reduce construction costs.[58]

Early built 787s (line numbers under 20) were overweight, increasing their fuel burn and reducing their maximum range, and some carriers decided to take later aircraft. Boeing struggled to sell these aircraft, eventually offering significant discounts and scrapping some.[59][60] Because of their line numbers, these aircraft were nicknamed the "Terrible Teens."[61]

Boeing planned the first flight by the end of August 2007 and premiered the first 787 (registered N787BA) at a rollout ceremony on July 8, 2007.[62] The 787 had 677 orders at this time, which is more orders from launch to roll-out than any previous wide-body airliner.[63] The major systems were not installed at the time; many parts were attached with temporary non-aerospace fasteners requiring replacement with flight fasteners later.[64]

In September 2007, Boeing announced a three-month delay, blaming a shortage of fasteners as well as incomplete software.[65] On October 10, 2007, a second three-month delay to the first flight and a six-month delay to first deliveries were announced due to supply chain problems, a lack of documentation from overseas suppliers, and flight guidance software delays.[66][67] Less than a week later, Mike Bair, the 787 program manager was replaced.[68] On January 16, 2008, Boeing announced a third three-month delay to the first flight of the 787, citing insufficient progress on "traveled work."[69] On March 28, 2008, to gain more control over the supply chain, Boeing announced plans to buy Vought Aircraft Industries' interest in Global Aeronautica; a later agreement was also made to buy Vought's factory in North Charleston.[70]

On April 9, 2008, a fourth delay was announced, shifting the maiden flight to the fourth quarter of 2008, and delaying initial deliveries by around 15 months to the third quarter of 2009. The 787-9 variant was postponed to 2012 and the 787-3 variant was to follow at a later date.[71] On November 4, 2008, a fifth delay was announced due to incorrect fastener installation and the Boeing machinists strike, stating that the first test flight would not occur in the fourth quarter of 2008.[72][73] After assessing the program schedule with suppliers,[74] in December 2008, Boeing stated that the first flight was delayed until the second quarter of 2009.[75] Airlines, such as United Airlines and Air India, stated their intentions to seek compensation from Boeing for the delays.[76][77]

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